Railway-track crossing



D. OHERN.

I RAILWAY max cnossme. I I APPLICATION FILED APILZZ, I922- 1,430,178., 'PatentedSept. 26, 1922.

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D. OHERN.

RAILWAY TRA CK CROSSING. APPLlCATlON F|LD APR.22, 1922.

Patented Sept. 26, 1922.

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ANIEL oHERnQoF oLInT, ILLINOIS.

RAILWAY-TRACK onossine. J

Application filedpril 22,

ToaZZ who met may concern: Q

Be itknown. that I, DA I L (Tl-lean, a citizen of the United States, residing ,at Joliet, in the county of Will and. State of Illinois, have invented certain new and useful Improvements in llailway Track Crossings, of which the following is aspecification. q

My invention relates to railway track crossings and has particular reference to a crossing whereby one set of the intersecting rails are continuous and are not broken as isthe usual permanent type of railway track crossing. r I Another and further object of mylinvention is the provision ofa railway track crossing having one set ol'rails extending continuously through the. crossing and withthe other set terminating at first mentioned set of rails and secured thereto so that acrossing is formed which isvery durable in service and economical inoperation, and which will stand up in hard usage witha minimum of repair. Anotherand further object, of my invention is a provision of a railway crossing, which while substantial and eflicient inoperation, allows trains to pass thereover with a minimum of shoe: and without the usual pounding and noise common to railway crossings as trains of cars pass thereover.

Another and further object of'my invention 'isthe provision of a crossing which is easily and simply installed and Which can be placed in service with a minimum expense, without the engineering services usually necessary to the installation of crossing of this character. Therefore, this crossing can be installed in almost any place regardless of whether the tracks cross at right angles or otherwise and can be easily constructed on the ground with the tools and equipment carried by a section man and the like, instead of being specially constructed,

'- and then moved into position, as is common with railway crossings.

These and further objects or" my invention will be more fully and better understood by referring to the accompanying drawings in which Figure 1 is a plan View of my improved railway crossing;

Figure S2 is a detail View partially in sec- 1e22. Serial No. 556,066. I 1

tion andpartially in elevation along lines 2-2of Figure 1; and 1 Y F'gure 3 is an enlarged detail plan view of the section of crossing shoWn'in Figure 2. Referring now specifically to the draw ngs, and in which is shown a track composed of a pair of parallel continuously ex tending rails 10 and 11 withapairof parallel extendingtraokslQ and 13-f0rmi11g the intersecting track composed of a plurality of rail sections as will be morefully described hereinafter. The tracks 12 and 13 are composed of outside .rails la and 15, e X tending up to and abutting against the rail 10, intermediate sections 16 and 17 being placed between the rails 10 and 11 at an angle thereto, and terminating adjacent each'of said rails at each of their ends and PM, mi 1 orri csq g outside rails 18 and 19 which form a continu-v ation of the tracks 12 and13, one end of each of. these rails terminating adjacent the rail 11..

Referring i now specifically to Figures 2 and 3, wherein is shown the manner of joining the rails, forming the crossing, the rail 19 hasa base 19 a headlQP, and aconnect ing web 20 for the said base andhead, The

cured in position by means iof a pair of rail 19 extends up to therail 11 and is se- I curved bars 21 and 22, the said barsbeing curved and extended along the web of the rail 19 and also along the web 11* of the rail 11 on the outside thereof', the bars 21' and 22 being turned in opposite directions. Bolts 25 pass through the web 11 of the rail and through the bar 21at one Of its ends, with similar bolts 25 passing through therail 19 and'the bars 21 and 22 so therail 19 is held in position. Similar curved bars 23 and. 2% lie against the web 11 of the rail 11 on its'opposite side from the bars, 21 and 22 respectively, and are held in position by means of the bolts 25, 25, at one of its ends and by other bolts 25 at its other end which pass through the rail 16 duced to a minimum. The crossing is secured together at each of its corners by simiand through one end of the bar 23 with lar bars just described. The base 19 of the rail 19 is positioned slightly above the base of the rail 11, the bars 21 and 22 being curved slightly downward so that these bars are properly positioned against the web of the rail 11. The head 19 of the rail 19 is cut away at 26 so as toprovide clearance for the outer portion ofthe car Wheel 27 and the head 28 of the rail 16 is also cut away at 29 so that sufficient clearance is allowed for the flange 30 of the wheel 27. The headof the rail 11 has a recess 31 thereine-Xtending transversely thereacross, which is adapted to receive the flange 32011 the wheel which travels upon the rails 19, 16 and 15 respectively, and transversely acrossthe rail 11. The wheel 33contacts with the head '28 of the rail 16 until it reaches the point 29 and thereafter the flange j32'is received into the recess-31 simultaneously asthe wheel 33 leaves the railhead 28, and as the wheel passes over the rail -11,'the-weight of the car iscarried by the flange 32 in the recess 31, and as'the flange 32 leaves the recess 31, the tread portio'n of the wheel engages upon the rail head 19 atthe sloping p'ortionQS so that the wheel 33 passesacross the rail 11 in asubstantially even plane without shock "or poundin which is common to crossings where the rails are bolted into position with various forms of castings and the like. The

car wheels,'travelingupon the rail 1l,pass

over the recess 31 which is quite narrow and in proper alignment with the h'e'adsQS and 19 without shock o'r-jol tiiig and thus the crossing is able to better withstand the wear to which crossings are subjected. The recess 31, as will be noted, is quite shallow and is not deep enough to destroy or weaken the rail 11 so that the wheel 27, passing over the comparatively narrow recess 31pm the rail l1, does so without shockor pounding which is common to railway crossings. The structure shown'in "detail-in Figures 2 and 8, is the same at each of the opposite corners of the crossing so that the whole structure is held solidly together.

The rail heads 19 and 28 are tapered laterally at 34;"and 35 so that the flange 32 of the wheel 33 Will not strike against the rail vheads,thus probably resulting in the wheel jumping the track, but the flange follows the "crossing in the groove 31 so that the outer periphery of the wheel 33 engages upon 'therail headl?) as the wheel has passed ing acent the continuous rails and a plurality of curved bars connecting the ends ot said intersecting rails to said continuous rails.

spirit or scope of my inven- 2. In a railway crossing a pair of continuous rails extending through said crossing, a

plurality ofintersecting rails whose ends terminate adjacent the continuous rails and a plurality of brackets for securing the ends of said intersecting rails to the continuous rails, the head of said intersecting railsbeingpositioned slightly above the heads of the continuous rails and having sloping shoulders atthe ends thereof whereby the shocks are reduced to a minimum.

" Signed at Joliet, Illinois, this 11th day'o'f April, 1922.

DANIEL OHE'RN. 

